Train-control system.



A.Y.DOD GE."

TRAIN CONTROL SYSTEM.

APPLICATION FILED JAN. 28. IEZI4.

1,298,676. Patented Apr. 1, 191$ 2 SHEETS-SHEET1.

I/VVEIVTOR WITNESSES:

MM /Mm M A TTOR/VEYS 1A. Y. Donal-2..

TRAIN CONTROL SYSTEM.

APPLICATION FILED JAN. 28. m4.

1,298,676; v Patented Apr. 1,1919. smears-sneer 2.

. x] Y K: r v flg O L' up. sex] 3% o n U MK k INVENTOR m .18 M t l L 4 l ATTORNEYS Anna. YEAMAN rows, or cmoaeo, ILLINOIS.

To all ibitom it may concern Be it known that I, ADIEL YEAMAn DODGE, a citizen of the United. States, residing at Chicago, in the county of Cook and State of.

Illinois, have invented new and useful Improvements in Train-Control Systems, of which the following is a full, clear, concise, and exact descriptlon, reference being had to the accompanying drawing, forming a part of this specification.

My invention relates t improvements in railroad automatic. cab slgnaling and train control systems.

The principal objects of my invention First to provide a system by which a train stop is operated with the utmost degree of safety, and with ample signalsto tho engineman.

' v ure of any essential part will cause a. service Second; to provide a system whereby failapplication'of the brakes, the electric circuits being so arranged that the occurrence of a break, cross or ground, or a failure of the source of energy in any of the important circuits will cause the application of the brakes and thegiving of a stop signal to the :1. called used.

engineman.

Third; to provide a system controlled automatically by track circuits. 7 Fourth; to rovide means so that the sopermissive signaling system may be Fifth; to provide a train control system, designed to operatethe stop only when it is necessary tocorrect mistakes and enforce the rules.

' Sixth; to provide a definite signal for stop, proceed, and -.caution, one of which is showing all the time.

' Seventh; to provide a means whereby the englneman can pass .a stop signal by the permissive system if heruns at a predetermined reduced speed.

One form of apparatus for obtainin these and other ob ects is illustrated in he accompanying drawings, in which;

-'Fig. 4 is a Figure 1 is a diagram of the cab wiring and signal equipment;

- F g. 2 is a plan view of vertical displace ment ramps;

' Fig. 3 is a side elevation of same ramps; plan view of lateral displace ment ramps; I e Fig. 5 is a diagrammatic view of one A Specification of Letters Patent.

Patented Apr. 1, 1919.

Application filed Tanuary 28, 1914, Serial No. 815,010,

track of a double track ramps;

Fig. 6 isasimilar view showing the ramps used in connection with two position semaphore block signals; and

Fig. 7 is a similar view showing the ramps used in connection with three position semaphore block signals.

road, equipped with Fig. 1 illustrates diagrammatically the preferred arrangement of the cab circuits.-

A suitable source of current 20 is provided.

A shoe 21 is carried-by the engine and engages with suitable distant and home ramps mounted alongside the track. The home ramp is arranged to dlsplace the shoe relatively'about an inch and a half or so farther than doesthe distant ramp. The track cir-. I

cuits and ramps are normally energized.

There are three signal lights in the cab; R,

G, and Y, which arered, green and yellow, respectively, indicating danger, trackclear proceed,- and caution. In order that the engineer may have but one point to watch, and for fother obvious advantages, the lights are all placed under a single dome, as represented at 57. The magnet of a suitable electromagnetic air brake valve is indicated at 22.

The electromagnetic apparatus is illustrated diagrammatically and as so illus-.

trated includes the relays 23, 24 and 25 of the well known railroad signal type.

In accordance with the arrangement shown in Fig. 1, every piece of apparatus on the cab which depends onthe source of current 20 for ltsoperating energy is in series with the wire 56 which is mechanically fastened to the shoe 21, so'that ifsaid shoe should he accidentally broken oii the wire would be broken, the signal lights in the cab extinguished and the automatic stop applied. The shoe 21 is connected in series with the relay 23, which is operated by the current flowing from the ramps, andthence to the wheels of'the train and the return side of the circuit, as indicated at 26. This shoe is for the purpose of detecting whether or not the signal ramps mounted alongside the track are energized. The shoe 21 in practice is connected by means of a crank 21f} or any other suitable means with a circuit controller of the well known-signal type, which I have indicated diagrammatically'as having three pair of contacts 27, 44 and 45. The lifting of the shoe'21 at the distant ramp suiiices to open the pair of contacts 45 only. The further lifting of the shoe at the home ramp opens contacts 27 and 44, and again opens the contacts 45. This difference in time of opening these contacts I have indicated by their different horizontal locations in the diagram. I

Thestop magnet 22 is operated by current from the source 20. The circuit of this magnet is broken at every home ramp, regardless of the condition of the track andofthe signal to be given. This is done by the lifting of the contact shoe 21 by the home ramp,

which breaks the circuit at contacts 27. If, however, the home signal ramp is energized, indicating that the track is clear, a branch circuit hereinafter described will be established around the break 27, to maintain the stop magnet 22 energized.

A governor 28 is also provided in order to permit the train to be run at moderate circu t when broken is capable of being closed by two branch circuits, one in connection with the governor and another in connection with relay 23.

Assuming that an engine equipped with the cab circuit and apparatus shown in Fig. 1 approaches the distant signal ramp of a block, the shoe 21 detects whetherthe ramp is energized or denergized. If energized,

the current from the distant ramp enters the shoe 21, passing thence through the relay 23 into the wheels and back along the return rail. This relay attracts all of its armatures corresponding With contacts 30, 31, 32 and 33, C IlUlCtS 30 and 31 closing the circuits to relays 24 and 25 and contact 33 closing the return side of their circuit. These relays .are then energized by current from battery 20 to give the proceed signal by lighting the grcen light through contacts 39 o rel y 25 and 36 of relay 24'.

\Vhen the ramp is passed, relay 23 is deenergized but relays 24 and 25 remain energized through their. own retaining circuits including contacts 34 and 38 respectively,

and the contacts 44 and 45 of the circuit controller. The arrangement is such that as the shoe passes off the ramp the contacts 27,

' 44 and 45 of the controller are closed betore relay 23 is deenergized.

When the relays 24 and 25. are up and the green light is displayed the circuit leading to the stop magnet 22 is closed, even though the branch through the speed governor 47 is opened. This is accomplished through contact 37 of relay 24 and contact 27 of the circuit controller. This remains true until the shoe 21 reaches a home signal ramp.

\Vhen this occurs, the circuit of magnet 22 is opened at contacts 27. by the-lifting of the shoe 21 as before explained. But if the shoe 21, While on the home signal ramp, is receiv ing current, then the relay 23 will be operated, which closes a normally open branch circuit of the stop magnet 22 through the contacts 32 and 33 to maintain the same energized during the time that the shoe 21 is holding the said circuit open at the point 27.

The circuit is again closed at contacts 27 before shoe 21 leaves the end of the home' ramp, by the descent of the shoe 21 on the downwardly curved end of said ramp.

Under these circumstances, therefore, when the distant and home signal ramps are both energized, thus indicating that the track is clear in advance, the green only is lighted and the stop magnet 22 is maintained energized. The engineer therefore understands that he may proceed at full speed.

Should, however, a train be in the block ahead, or if for any other reason the signal rails are deenergized, the shoe 21 upon striking the distant signal ramp will receive no current therefrom, and the relay 23 will not-pick up its armatures, as in the former instance. When the shoe 21 mounts the distant signal ramp itbreaks contacts 45 which are in the retaining circuit of relay 25, and if the relay 25 has been previously operated as above explained, this causes-it to open the circuit of the green light and to close its back contact 40 which lights the yellow light through contact 35 (as relay 24 is still energized) and contact 40 and also gives an audible alarm (see dotted lines) which is preferably not a continuous alarm. This signal indicates to the engineman that there is some obstruction ahead and that he should proceed with caution.

It will be noted that at this. time the automatic stop is not operated because its circuit remains closed at contact 37 of relay 24, and

contact 27 of the circuit controller is not yet cuit is broken at 27., Contact 44 also breaks and contact 45 breaks again. This de'einergizes relay 24, and relay 25 remains down,

thus completing the circuit of the red light R through back ontact 36 of relay 24 which 'and which device may be constructed as shown in my co-pending application, Serial .No. 815,009, filed January 28,1914. That'is,

this will be true if the speed of the train is such that the speed controller is not effective .in closing its branch of the stop magnet circuit.

If the train is brought to a standstill in contact with the home ramp and if the rules require the engineman to remain there until the track is clear ahead,- he will receive the 1 proceed signal as soon as the signal ramps are again energized.

This may occur by the passing on of the train in the blockahead, (or it may be 'ven by the despatcher from his station, it t eblock is "so equipped). As

soon as the ,home signal ramp is energized while the train is in this position, current passes therefromthrough shoe 21 and relay 23, causing the same to lift its armatures,

" thus againenergizing both relays 24 and 25 and holding them until the shoe has demounted from the crest of the ramp and the 7 through the contact points 33 and-32 to hold I the automatic stop closed, and the engine-. 40

circuit controller contacts 27, 44 and 45 again close to maintain relays .24 and 25 energized after relay 23 drops. The attraction of relays 24 and 25' extinguishes the --yellow an'dred li hts and 'againlightsthe greenlight, as be ore explained, tomdicate to the engineer that he may proceed. At the sametime the circuit through the stop magnet 22 is completed from battery 20 man is at liberty to proceed.

I-f the trains are being operated under the permissive operation rules, that is, rules which permit the trains to proceed slowly after receiving the danger signal the engineman may proceed slowly within the range of the governor 28. Thisgov'ernor may be any suitable speed indicator or governor, con-.,

nected with a circuit controller 47. For the purpose of illustration, in Fig.1 I show an operating connection 46 between the governor and a circuit controller 47 of any suitabletype. Contacts 48 and 49 of this device I are arranged to be closed only at a range of speed, say, from three tofifteen miles per hour. VVhen the train is traveling at that speed contacts 48 and49 are closed forming a branch circuit around the other breaksin the circuit of stop magnet 22. This circuit through the branch referred to. may be traced from battery 20 to shoe 21, contact 49 ofcontroller 47, thence bywire 52 to'magnet 22, thence by retu'rnconductor and contact 48 to the opposite'pole of the, battery. This fcircuit obviously will be maintained so long as the train is traveling at such reduced speed, say from three to fifteen miles per 1 hour. At any greater speed the circuit will. be broken by the governor at contacts 48 and 49 and the stop magnet 22 will be de- .energized and the train stopped, provided,

the red 1' ht is burning.

It will e noted that if the green light is A burning the governor has no operative relation' with the stop magnet at any speed.

Assuming that the train is proceeding at a reduced speed and comes in contact with an energized distant ramp and relay23 picks up, and in turn picks up relays 24 and 25 as before described. Relays 24 and 25 will close upon contacts 36 and 39, thereby completing the circuit for the green light as well as for the stop magnet 22, and the engineman ,is at liberty to proceed at full speed. When he reaches the corresponding home signal ramp it should be likewise energized, and currentv will be conducted into the relay 23 and the respective armatures attracted. Relay 23 closes the circuit at 33 and 32 so that the stop magnet 22 will not be deenergized. When the shoe 21 breaks the circuit at 27, relays'24 and 25.are retained energized through contacts 30 and 31,

suitable type and is driven by the speed con- .troller 28. It has four contacts, 48, 49, 50

and 51. Contacts 50 and 51 are closed only at speeds. of the train of; say, from 0 to 3 miles per hour, and contacts 48 and 49, asbefore described, are closed only at speeds, say. from 3 to 15 miles per hour.

ith this arrangement, should the driving connections of the circuit controller fail for any reason, the contacts 50 and 51 would be closed; they are also closed when the train is standing still. They are placed in an auxiliary branch of the'circuitof magnet 22 together with switch 53 which is preferably such as is normally open and is closed manually and which must be held closed manually, if it is to'be kept closed.

Should thered light be lighted when the train is standing still, which means that relay 24 is denergized and its armatures' are down resting against contact 36', the engineman could only release all brakes by pushing the switch button 53. By holding his hand upon this button' or switch 53 he is enabled to close the circuit through the stop magnet 22 and thus operate the train until it has reachedsuch a speed that the governor. closes the contacts 48 and 49, this speed being, as before stated, from three to fifteen even in case the 'train should have been brought to a complete standstill before the engineman decided to so proceed. If the governor should be out of commission, however, so that the contacts 50 and 51 are closed, the engineman' could proceed only by retaining 53 closed until he received the green light to proceed. p

In Fig. 1,55 designates a choke coil of any desired type to check the flow of alternating current into the relay 23 from the shoe 21 when direct current is the power used for signaling.

Fig. 2 is a plan view of a portion of a railroad track with home and distant ramps of-the vertical displacement type placed alongside. The rail 65 has a section broken out so the home ramp 66 and the distant ramp 67 can be shown together.

Fig. 3' is a side elevation of the same ramps showing the home ramp 66 relatively higher than the distant ramp 67. Fig. 4 is a plan view of a portion of rail? road track with home and distant ramps of the horizontal displacement type placed alongside one of the running rails 65. Home ramp 68 displaces the shoe farther to' the side thandoes the distant ramp 69. This takes the place of the vertical displacement of ramp 66; their functions are the sameoperating the circuit breaker by displacing the shoe 21 horizontally instead of vertically, the circuit breaker or controller being' arranged therefor.

Fig. 5 diagrammatically illustrates a .track of a railroad equipped with track batteries 70, track relays 72 and insulated joints 73. The track relaysoperate in the usual way, the track circuit can be either single sectional rail or both rails may be divided as desired. In connection with the the block at brake-stopping distance from.

the end of same. The distant ramp 67 is placed at brake-stopping. distance farther in the block beyond the home ramp. They are placed in this manner to give the engineman his warning in time to stop over the home ramp and await his signal to proceed or slowdown to the predetermined speed so that the brakes would not be applied at the stop signal, and he could proceed under the train control. The home ramp 66 is placed at brake-stopping distance within the'block to provide room in which to stop should the home signal be disregarded by mistake.

Fig. 6 is a diagrammatical illustration of a similar trackequipped with two position semaphore signals with ramps electrically connected through the circuit breakers 75 and 76 of said semaphores. .The ramps can stop over ramp 6 aeaeve be energizedby some convenient source of energy 74 placed alongside, or a common source placed centrally. The semaphore signals might be mechanically operated; or automatically operated from a track circuit.

In either case the source 74 is placed in cirthe left,'-has deenergized the distant ramp '67 which in thiscase is placed closer to the end of the block'than the home'ramp, but acts as the distant ramp for the signal B beyond.

The next signal B to the right has denergized both ramps; ramp 66 will operate the stop device'under the conditions set forth in the'preceding pa es.

and wait for a proceed The engineman can 7 signal if desirable. Signal C is clear and is holding both ramps energized, so the coming train may pass. The distant ramp 67 placed opposite the signalin this case and the home ramp 66 is brakestopping distance behind it.

' It will'be-seen that, by my lnventlon, I have provided a train control system that meets the demands of safety first and at the same time is simple and economical I enough to be highly practical. It is furthermore a system that makes possible the prompt transmission of trains and removes the coefficient of human fallibility which is so often the salient element in railroad accidents.

It will be apparent from the foregoing description that numerous changes may be made in the form and arrangement of the parts without departing from the spirit ofthe invention or exceeding the scope of the appended claims, the form of the invention herein described being merely one preferred embodiment thereof.

Having thus des ribed my invention what I claim as new and desire to secure by Letters Patent is:

1. In a train control system, the combination with a plurality of-signals, of a plurality of ramps forming distant and home signal points, a member carried by the train,

" and adapted to make contact with said ramps, a circuit breaker mechanically operated by said member, an open circuit relay inseries with said member and actuated at every live ramp, and a plurality of self retaining relays excited by tionedrelay and coiiperatmg tooperatesaid said first men-- signals, said self retainin relays being deenergized by said circuit reaker under desired conditions. 7

2. In a train control system, the-combination with proceed and danger signals, of a plurality of ramps forming home and distant signal points, a member carried by the train adapted to make ele:trical contact with said ramps, a circuit breaker mechanically operated by the displacementof said member by'said ramps, an open circuit relay in series with said member, a plurality of self retaining relays actuated by said first mentioned relay and cooperating to form circuits for said signals, said ramps being so arranged that the proceed signal may be "given at either the distant or home ramp and the danger signal at the home .ramp

'25 breaker mechanicallyoperated by said memtion of said self retainmg relays,

j only..

3. In a train control system, the combination with a normally closed circuit including 'an electromagnetic train stop,

of a plurality of ramps forming distant and home'signal points, a member carried-by the train adapted to make contact with said ramps, a circuit ber, an open circuit relay actuated by current from said ramps, two self retaining relays excited by said first named relay, a plurality of signals operated by the co6pera said ramps belng s'oarranged as to cause the circuit breaker to break said normally closed circuit at every home ramp, said first named relay I trical contact .Withsaid ramps, a circuit- 's'erving to -momentarily retain said stop magnet; energized, said circuitbreaker also causm 4 ing relays to be deenergized at every dead ramp, thereby'to cause the'proper signal to be given.

4 In a train control'system, the combinaand danger breaker operated by said member, a detector I relay actuated by current from sa d ramps,

- a circuit including the the ramp is dead, whereby I a plurality of self retaining relays actuated bysaid'first mentioned relay and cooperat including the proceed retaining relays being thereby closing a circuit. including the caution signal w en the'ramp is'dea otherof said self retaining relays being broken at every home ramp, thereby closing danger signal when 7 one signal or another is constantly displayed.

5. In a train control system,the combination with a normally closed circuit including an electromagnetic train stop, of proceed, caution and danger signals, a plurality of train travels at a g one or the other of said self retain-' forming disa member car- 1 the circuit of anramps formin distant and home signal points, a mem er carried by the train and adapted to make contact with said ramps, a

circuit breaker mechanically.operated by the displacement of said member by said ramps, means including said clrcuit breaker for causingthe proceed signal to be given at every live distant ramp and the caution sigdistant ramp, saidhome ergized after such a break as long as the 4 train travels at'a speed between a predeterminlmum, and meansmagnet energized at I mined maximum and for retaining said speeds from 0 to said minimum.

Ina train control system, the combination with a normally closed circuit including an electromagnetic train stop, of means for breaking saidoircuit under desired conditions, means forv retaining said magnet energized aftersuch a break as long-as the speed between a predetermined maximum and minimum, a branch circuit including a which said magnet may be retained energized while the train travelsatspeeds from 0 to said minimum, if said switch is closed. I 8. In a train control system, the combination with a normally closed circuit including an electromagnetic train stop, of means forgiving proceed, caution and danger signals, one of which is always in evidence, means for breaking said circuit at the same time said danger signal is given, a speed control governor and means associated therewith for retaining saidmagnet energized after said break as long as the speed'of the train does notexceed a predetermined maximum, the circuit energizing said stop magnet while the proceed or caution signals are in evidence being independent of said speed control governor.

9. In a train control system, the combination with a normally energized electromag netic train stop, of means for breakin the normal circuit of said stop at desired times, a speed controlled device, and two pair of contact members associated therewith and included in the operating circuits of said stop magnet, one pair of said contacts being closed to retain said magnet energized as to cause the r meansv for retaining said magnet enmanually operated switch, I

long as the train travels at speeds between proceed,

till

a predetermined maximum and minimum, and the other pair being closed likewise to retain said magnet energized while the train travels at speeds below said minimum.

10. In a train control system, the combination with a normally closed circuit'including an electromagnetic train stop, of means for breaking said circuit under desired conditions, a speed control governor, means associated therewith for keeping said stop magnet energized after such a break as long as the train travels at speeds between a predetermined maximum and minimum, and a branch circuit including a manually operated switch by which said stop magnet may be kept energized after such break while the I train travels at speeds from O to said minimum.

11. In a train control system, the combination with a plurality of ramps forming distant and home signal points, of a member carried by the train and. adapted to make contact with said ramps, means for causing a proceed signal to be displayed when a distant ramp is electrically alive, and a caution signal when said ramp is dead, means for causing a proceed signal to be displayedwhen a home ramp is alive and a danger signal when it is dead, and means for automatically stopping the train when said danger signal is being displayed if the speed of the train exceeds a predetermined maximum.

12. In a train control system, the combi-,

nation with a normally closed, circuit 1ncludi'ng an electromagnetic train stop, of

caution and danger signals, rality of V a member carried by the train and adapted to make contact with said ramps, a circuit breaker operated by the displacement of said member by the ramps, means for causing the proceed signal to be displayed at every live distant ramp, and the caution signal at every dead distant ram-p, said home ramps being arranged to cause said circuit breaker to break said normally closed circuit, a branch circuit to maintain said stop magnet energized after said break if the ramp is alive, means for causing the danger signal tobe displayed if the ramp is dead, and a branch circuit, independent of said first named branch circuit, for maintaining said stop magnet energized after and while the danger signal is displayed, as long as the speed of the train does not exceed a predetermined maximum. 13. In a train control system, the combination with a normally closed circuit including an electromagnetic train stop, of a plurality of normally energized ramps, a member carried by the train and adapted to make contact with said ramps, a detector relay in series with said member and the track rails, a plurality of self retaining relays in series apluramps forming distant and home parallel circuit including contacts of said detector relay for temporarily energizing said stop magnet, and a choke coil in series with the circuit comprising said detector relay, member and rails.

14. In a train control system, the combination with a plurality of signals, of a plurality of ramps forming distant and home signal points, a member carried by 'the train and adapted to make contact with said ramps, a circuit breaker operated by said member, an open circuit relay in series with said member and actuated at every live ramp, a plurality of self retaining relays excited by said first mentioned relay and cooperating to operate said signals, saidself retaining relays being deenergized by said circuit-breaker underdesired conditions, and a choke coil in series with said first mentioned relay.

15. Ina train control system, the combination with proceed, danger and caution signals, of a plurality of self retaining relays arranged to control circuits for said signals and havingffront and back contacts, said proceed signal being connected with the front contacts of said relays, said caution signal being connected with the back contact of one of said relays and the front contact of another of said relays, said danger signal being connected with the back contact of said last mentioned relay.

16. In a train control system, the combination with a plurality of ramps forming distant and home signal points, of a member for engaging said ramps, a circuit breaker operated by the displacement of said member, a normally closed circuit, including an electromagnetic train stop', broken at every home ramp, a relay energized at every energized distant ramp, two other relays energized by said first relay to display a proceed slgnal, means whereby said first named relay is deenergized and said last named relays remain energized after a distant ramp is passed, a normally open circuit for said electromagnetic train stop closed by said first named relay when said normally closed circuit is broken at a home ramp, if the latter is energized, means whereby one of said two relays opens if a distant ramp is dead to display a caution signal, and means whereby all three relays are deenergized at a dead home ramp, thereby to display a stop signal and to operate said automatic stop.

17. In a train control system, the combination with a plurality of ramps forming distant and home signal points, of a member for engaging said ramps, a circuit breaker operated by the displacement 'of said member, a normallyclosed circuit, including an automatic electromagnetic train stop, broken at every home ramp, a relay energized at every energized distant ramp, two

other relays energizedby said first relay ,to

display a proceed signal, means whereby said first named relay is denergized and said last named relays remain energized after a distant ramp is passed, a normally open circuit for said electromagnetic train stop closed by said first named relay whensaid normally closed circuit'is broken at a ho e ramp, if the latter is energized, means whereby one of said two relays opens if a distant ramp is dead to display a caution signal, means whereby all three relays are denergized at a dead home ramp thereby tending to operate said automatic stop, and means including a-speed controlled device 5 whereby the circuit of said automatic sto remains closed as lon as the train trave s below-a predetermine speed.

In witness whereof, I have hereunto subscribed my name in the presence of two wit- 20 nesses.

ADIEL YEAMAN- DODGE. 

